Locomotive cab and curtain structure



Aug. 17, 1937. F. KAPPRE LOCOMOTIVE CAB AND CURTAIN STRUCTURE Original Filed Aug. 27, 1934 3 'Sheets-Sheet 1 N V EN TOR. /244 ank Kapp/"e Wij/52% A TTORNE Y.

Aug'. 17, 1937. F. KAPPREL 2,090,420

LOCOMOTIVE CAB AND CURTAIN STRUCTURE Original Filed Aug. 27, 1934 5 Sheets-Sheet 2 FHM.,

www

IN VEN TOR.

Ffa/7k /fappre/ ATTORNEY.

Aug. 17, 1937. F KAPPREL 2,090,420

LOCOMOTIVE CAB AND CURTAIN STRUCLI'URE Original Filed Aug. 27, 1934 3 Sheets-Sheet 3 L nl I 246 Y INVENTOR Fra/7K Kap/ore] 24a 24/ BY ATTORNEY classes of locomotives that are in use.

Patented Aug. 17, 1937 UNITED STATES PATENT OFFICE TUR Frank Kapprel, Kansas City, Mo,

Original application August 27, 1934, Serial No.

Divided and this application September 30, 1936, Serial No. 103,470'. In Canada January 29, 1936 18 Claims.

My invention relates to enclosures ior locomotives, and more particularly to a hood and curtain arrangement to be used in conjunction with a locomotive cab and apron to provide an enclosure rearwardly of the cab, designed to increase the safety of operation of the locomotive and the comfort and eficiency of the crew.

The railroads of the United States are subject to the very strict rules and regulations of the Interstate Commerce Commission, these rules covering every important part of a locomotive and its condition. One of these rules provides that for five months of the year, that is, the cold, or winter, months, all locomotives operating in approximately the northern half of the United States must have means for providing an enclosure for the protection of the engine men between the rear of the cab and the front of the tender, this space being commonly called the gangway. Said enclosure must keep out all elements of the weather, but must not be so constructed that the crew cannot escape from the locomotive in a hurry in case this is necessary. Previously known enclosure arrangements have never satisfactorily accomplished this.

It has been the practice up to the time of my invention to make this enclosure in the form of heavy canvas called winter curtains. The requirement of such curtains has been an expeni sive one for most of the railroads in this country,

largely due to the fact that the lack of uniformity of conditions exists whereby there is a great variation in the space that is to be enclosed between the caby and tender in the various types and Some large railroads have as many as twenty different patterns, or styles, of curtains in order to provide enclosures on the various types of loco-motives that are in use on such railroads. As a result, a large number of curtains of every kind must be kept in stock at each terminalof the railroad.

This, and the fact that these curtains are ire-l quently burned and torn beyond repair while in use, makes the keeping up of a stock of curtains to comply with the requirements of the Interstate Commerce Commission quite expensive.

On most of the railroads the winter curtain constructions are very similar, although these will vary minor details, all having two separate side curtains and having a back curtain that closes the opening in back of the cab. Some have an additional outside back curtain, which laps the side curtains near the tender and near the rear end of the hood of the cab, while others omit the outside back cab curtain, and instead have a piece of canvas, sometimes called a hood, that is fastened to the rear of the calo onthe outside of the side curtains and encircles both side curtains on the outside and is fastened at the top, hanging loose at the lowervend and coming down ap proximately half way to the deck ofthe locomotive. Curtains of this type do not keep out the elements of the weather, as the vertically over-- lapping arrangement causes the laps' to open i l* when the wind blows and the curtains will blow: back and forth. Also the curtains will be in the way oi' the iireman in the case of a hand red er1- gine, and will have raw edges that will begin to wear and are a fire hazard. Furthermore if V'a y hurried exit is required under certain conditions, 1'0 such curtains are a death trap, as most locomotives provided with the enclosures now in useY have nearly twice as much canvas as would be required if the laps and duplioations of Canvas were omitted, making it difficult to get out of the 20 large amount of canvas provided for the enclosure in case of emergency, which diiiiculty would be avoided by providing one single thickness of canvas so applied and stayed in the proper places that it will provide an enclosure, which would loe much safer than those now in use.

In the winter enclosures now in use, in most cases the curtains reach nearly to the highestV point of the cab, where the ventilation is very poor and especially on road locomotives such curtains will hardly last two months, as the tops will be decayed from the action of the gases and smoke at the top part of the cab and new curtains will then be required, or new tops will have,

, to be applied to the curtains, which application of new tops to the curtains is almost as eiipensive as providing new curtains. 'Ihe rear ends of most present day side curtains are hung at the top to the hood of the cab on a plumb line with the front of the tender and at the lower ends are fast- 40 ened rigidly to the tender, as the front end of the tender acts as part of the enclosure. This is poor curtain construction, as when rounding sharp curves, the gangway opening closes. Consequently the rear part of the curtain will drag on" the tender, which is by no means a smooth sur# face, and tins will often cause the curtains to tear, or will at least cause these to wear out prematurely.

Another bad feature of the winter enclosures now in use, including the side curtains referredY to, is that most railroads have so muchcanvas Vin the curtains that are used, that during Vthe surnmer months the curtains are removed to avoid the inconveniencer to the engine men of having CII point, and thus are lost, at least as far as their usefulness with that locomotive is concerned.

l Also sometimes the same thing occurs when locomotives Vchange divisions.

It is an important purpose of my invention to eliminate all these costly defects in the curtain structure now in use for winter enclosures. I

l5 accomplish this by applying a hood to the back end of the cab at a desired standard height from the locomotive and tender deck, this height being, preferably, such as to just give head room clearance for a tall person. By providing this depressed, or lowered, hood only one length of curtains for all locomotives will be required Vand the top ends of all of these will be below the smoke and gas level above referred to, as I ventilate the cab by means of windows above the lowered, or'

Y depressed, hood. The curtains that I use will thus last much longer because the same will not be decayed and damaged by the gas and smoke that comes in contact with the curtains now in use. My improved curtains are stayed at the lower ends thereof by various connections to the apron of the locomotive and the tender, which allow all kinds of movements between the locomotive and tender, the mounting and construction of my curtains being such that these will not come in ccntact with the tender during the swinging movements of thelocomotive and tender relative to each other to be torn or worn out thereby. Furthermore by the use of this depressed or lowered, hood, which is part of my curtain, or winter enclosure structure, I eliminate the use of curtains to a great extent, even when the weather is moderately severe, as this depressed hood makes an enclosure in combination with the tender by itself, for the rear opening of the cab as long as the undesirable elements of the weather are coming straight from the rear of the locomotive.

My improved curtain arrangement is particularly desirable with a certain type of cab, which I have described in my co-pending application Serial No. 74,1,605 filed August 27 1934, of which this application is a division, which has the side window openings greatly reduced in width so that the same cannot be used conveniently for a hasty exit in case quick escape is required from the locomotive, because I provide a quick detachable curtain structure for emergency exit purposes; In present day winter enclosure curtain practice, the detachable connection in said winter curtain arrangement, for providing an exit, is located at the front of the tender instead of at the usual place of exit from the locomotive near the rear wall thereof. In my improved curtain arrangement, instead of having to go to the front of the tender to unfasten the curtains and instead of having to unlatch a large number of snap fasteners, or

other similar fastenings of various kinds, my improved curtains unlatch from the rear of the cab just back of the rear wall thereof, close to where both the engineer and reman are sitting, re-

ducing the number of steps that it is necessary to take to reach this exit. The latching means that I use provides a very simple method of unlatching the curtains, requiring only one hand to raise the latch, which acts as a hand hold,

after which a slight angular movement of the curtains is necessary, and a push of the curtain to the rear and the opening for exit is completed, the operator being at the end of the apron right in line with the tender steps to safety, after going through this opening movement of the curtains. This provides an arrangement for a quick exit, that does not increase the number of steps that have to be taken to get ofi the locomotive, over those that would be necessary, if the curtains Were not used at all. Also my improved curtain structure eliminates. the common practice in which locomotive crews engage, of tying the curtains together to avoid the gapping of the same in the wind, which is commonly done with curtains now in use, and which makes it absolutely impossible to get out of the winter enclosure quickly when the curtains have been so tied together.

In order to further facilitate safe exit between the cab and tender through the gangway provided between the same under all weather conditions, I have provided means for draining the water from the hood portion and from the main roof portion of the cab, that does not in any manner interfere wtih any of the other appurtenances provided on the cab, the drainage means comprising a down spout, or drain pipe, constituted within and forming part of one of the grab irons, or hand holds, provided on opposite sides of the lgangway, this eliminating any ice or water that might render the passage and the steps provided adjacent the passage slippery in cold or wet weather conditions.`

Ity is a further purpose of my invention to provide a mounting for the curtains, above referred to, that will hold the same at their desired position under all angular relationships of the cab and tender. The curtains being partly mounted on the cab, the apron and the tender, it is necessary to provide compensating means in the curtain mounting, whereby the same will be held in a taut condition at al1 times, with the top and bottom ends thereof in such relationship toy the cab and apron as to provide a weather-tight joint at these points, but which will permit swinging of the tender andV cab relative to each other, without in any way interfering with the curtain mounting, or in any way damaging the same, and which will also permit movements of the cab and tender toward and away from each other, without in any manner harmfully aiecting the curtain mounting, and also further permitting the movement of the tender and cab up and down relative to each other within the limits that occur` in practice, without any damage to the curtains or curtain mountings, or any interference with their effective operation,

It is a further purpose of my invention to so mount said curtain-like members that the same can be detached from the cab at their forward ends and moved away backwardly and inwardly to a point adjacent the center line *of the locomotive to move the same out of the way when it is desired to `obtain a free passageway between the cab and tender through the gangway, previously mentioned. Said mounting comprises stay members that are mounted slidably on a guide member at their upper ends, and certain of which are detachably connected with the cab, and others of which are automatically detachably connected at the bottom thereof with the apron on the cab in such a manner that sliding of the curtains out of closing position will detach the same from said mounting at the bottom thereof. Means is also provided for detaching the curtains from each other at their adjoining portions when Eil it is desired to move the same forwardly to fold the same adjacent the rear of the cab when out of use, for which the usual strap and buckle may be provided. It is also a purpose of the inven-Y tion to so mount the curtains that the same will not interfere in any way with the activities of the fireman, or others of the crew, in the normal attendance to their duties.

It is another purpose of my invention to provide means for draining water from the cab roof and hood, comprising a pair of hollow tubular vertical grab irons, or grab rods, associated with down-spouts located near the rear outside corner of the cab, said grab irons being secured to the main roof of the cab at the top end thereof and in any desired manner at the botto-m end thereof, and cooperating with vguttering on the cab roof and hood, so arranged as to discharge water into water catching means provided on said hollow grab'irons, or down-spouts.

It is a further purpose of my invention to provide said water catching means in the form of half funnel-like members that are welded to said hollow tubular members, serving as grab irons and down-spouts and toprovide numerous small openings in the tubular member within the space enclosed by said funnel-like members to act as strainer members, and to utilize these in cornbination with larger openings in the lower end of the combination down-spout and grab iron, whereby overflow of the down-spouts will be prevented, due to the fact that nothing large enough to clog the discharge openings can enter into said down-spout, or hollow grab rod. Furthermore said combination hollow grab rods and down-spouts are provided with overflow means on said water catching funnel-like members that are so located that in case there is overflow of the same the water passing from said overflow means will drop at a point spaced from the grab iron so that the grab iron, or grab rod, will not become wet. This is especially 'important in cold weather when said grab irons, or grab rods, would become icy if water overlowed onto the same, making the same dangerous to use.

It is a further purpose of my invention to provide means for preventing the blowing of the curtains in the wind, comprising open topped pockets, or divisions, sewed to extend vertically in the lower end portions of said curtains so that heavy material, such as coal lumps. may be placed therein to keep the wind from blowing the bottom end portions of the curtains off of the deck of the tender and locomotive. It is desirable to have this material Vreadily removable. as it will not be necessary to place the material in the pockets unless there is a strong wind blowing from one side of the locomotive, and as it is desired to fold the curtains up against the cab when the same are not in use. Accordingly the heavy material, such as the lumps of coal, can be removed from the pockets when said curtains are to be folded up or when it is not necessary to use the same to hold down the bottom ends of the curtains, thus making it easier to handle the curtains.

Other objects and advantages of my invention will appear as the description of the dravvings proceeds. I desire to have it understood, however, that I do not intend to limit myself to the particular details shown or described, except as defined in the claims.

In the drawings:

Fig. l is a view in side elevation of a portion of the locomotive and tender to which my invention is applied.

Fig. 2 is a rear elevation of the locomotive cab, the tender being omitted.

Fig. 3 is a fragmentary horizontal section of the rear portion of the cab and the front portion of the tender.

Fig. Il is a fragmentary View partly in elevation and partly in vertical section of the curtains forming part of my invention,portions of the Lender and hood on the cab being shown in section therein.

Fig. 5 is a perspective view partly broken away, of an intermediate stay member, a portion of the guide rod with which it cooperates and the connecting means whereby said stay member is automatically disengageaole from the apron on the locomotive, a fragment of the curtain being also shown.

Fig. 6 is a reduced fragmentary plan view of the rear portion of thelocomotive and forward end portion of the tender.

Fig. 7 is a view partly in side elevation and partly in section of the central curtain mounting, the curtain being bro-ken away.

Fig. 8 is a fragmentary perspective view of the cooperating pair of central stay members showing the locking means, for holding the same in engagement, in locking position.

Fig. 9 is a similar View showing said means unlocked.

Fig. 1) is a perspective view of the locking means detached, but with the locking means in their relative positions ready to be moved into locking engagement. l

Fig. ll. is a fragmentary perspective View of said cooperating stay members, showing the operating means for manipulating the same.

Fig. l2 is a fragmentary perspective View oi the upper end portions of said pair of stay members and they means for holding the same in position at the center of the guide rod, with the parts in locked position.

Fig. 13 is a similar view showing one stay member movedinto position to be disengaged from the locking means.

14 is a fragmentary perspective view of the lower end portion of one of said central stay members and the means for connecting the .same with the tender.

Fig. -15 is a vertical sectional view through one of the curtains adjacent a stay member, showing the compensating connection between the same and the tender, a fragment of the tender being shown partly in elevation and partly in section.

Fig. 16 is an enlarged fragmentary View partly in perspective and partly in section of the curtain and tender, showing said compensating connect ing means.

Fig. 17 is a fragmentary plan view thereof, showing an alternative position of the parts in dotted lines.V

Fig. 18 is a fragmentary perspective. view of one of the front stay members and the means on the cab cooperating therewith, showing one of the separable fasteners comprising part of the quick detachable connection between said front stay member and the cab, with the parts shown in engagement.

Fig. 19 is a similar view showing the position of the stay member and the member with which it cooperates on the cab just prior to engagement of the separable fastening elements.

Fig. 2G is a similar view of the stay member and cooperating member on the cab and the lock- Cil Cil

ing means for holding the stay member in engagement with the cab.

. Fig. 21 is a fragmentary sectional view of the lower portion of said stay and the connecting means between the same and said apron.

Fig. 22 is a section taken substantially on the line 22-22 of Fig. 21. p

Fig. 23 is a fragmentary vertical sectional View of the upper portion of the down spout for draining the cab roof and hood, and

Fig. 24 is a section taken substantially on the liney 24-24 of Fig. 23.

My invention is shown as being applied to a locomotive thatA has aboiler 40, the term boiler being applied to the steam and water containing portion and the re box portion as a unit. AS is well known, vthe fire box portion of this boiler extends well into the cab of the locomotive, the cab extending over and around the Vsides of said fire.` box portion. The cab is shown as having the usual deck 4|, apron 42, which is hinged at 43 to the cab, rear wall portions 44, providing an opening between the same, through which entrance is obtained to the cab, a floor adjacent the seats 45 for the engineer and fireman, a front wall 4'|, a side wall portion 48 and a roof 49.

In the form of the invention shown in Figs. l and 3, the front wall 4l is not made so as to extend straight across the entire front of the. cab, but a portion of the frontl wall, which is designated as the forward wall portion 50,7is set back from the front end of the cab a considerable distance, thus providing an offset in the cab.

It will be noted that with the offsetting of the y wall 50, so as to set the same. back a considerable distance from the front of the cab, the window opening 5S is greatly reduced from that usually provided in locomotive cabs at the present time, and inasmuch as the window opening is frequently used as an exit in case of emergency by the engine crew, it is necessary to provide other means of exit of a more satisfactory character than has beenpreviously provided at other points when such a front wall portionl is utilized, set

back from the front end of the cab. While curtains to protect the crew from the Weather have been required by Interstate Commerce Commission rules in locomotive cabs at the rear thereof, and various curtained arrangements have been tried to more thoroughly protect the crew from the weather, than will result without the use of such curtains, the curtain arrangements have been generally unsatisfactory, because these have not served the purpose of protecting the crew unlessthes-e were so used as would render the same dangerous from the standpoint that these would interfere with the quick exit of the crew from the cab through the gangway provided between the cab and the tender.

In order to increase the safety of operation of the locomotive by providing for greater safety of the crew itself while operating the locomotive, I have provided means forming part of the enclosure of the cab, comprising curtains and means for mounting and holding the curtains, whereby the same can be quickly released for purposes of providing an emergency exit, which curtains provide a much better enclosure for the cab when such is desirable, than has been previously possible without sacrificing the safety of the crew. Thus when the window at the side of the cab is closed, and the closure for the frontv wall is utilized to completely close the cab at the side and forward walls thereof, my improved curtain arrangement serves to provide a substantially weather-tight compartment within the cab for the crew. In order to make this compartment weather-tight without undue complications, I have also provided a depressed hood portion on the rear part of the cab, which cooperates with the tender to reduce the space between the tender and the cab to reduce the necessity of using the curtained enclosure under certain weather conditions, and which cooperates with the curtained means to provide a weather-tight enclosure when such is actually needed.

The hood |28is depressed a considerable distance below the roof 49, as will be evident from Fig. 1, and extends backwardly from substantially the rear wall portions 44 of the cab to a point such that the tender |29 is slightly overlapped by the hood. The rear wall portions 44 are joined by a top rear wall portion |30, which extends above the hood |28 to the roof 49, said roof 49 overlapping to some extent, thehood |28, andV said hood being secured to the wall portion |30 by means of a bracket |3| at the center thereof, and and to the wall portio-ns 44 by any suitable means. The hood |28 is! located at a standard height from the apron 42 of the locomotive, the height of the wall |30 and of the roof 49 above the hood |28 varying in .accordance with the over-all height of the cab of the locomotive to which my improvements may be applied. vI, preferably, provide a pair of window openings |33 in the wall |30 so that the cab can be ventilated therethrough when desired, and similar window openings |34 in the wall portions 44, siutable closure members being provided for said openings |33 and |34.

My improved curtain enclosure means has the general characteristics of being detachably connected with the cab at its forward ends and extending baokwardly and inwardly toward the tender and the center line of the locomotive and tender to form an enclosed space, and, preferably, comprises a pair of members that are detachably connected together at about the center line of the locomotive, and which are movable into a position adjacent said center line when the same are to be moved out of the way to provide free passageway through the gangways provided on opposite sides o-f the locomotive between the tender and cab. The mounting for said curtain means comprises an upper supporting means that is made in the form of a guide bar, or rod, which may be either solid or a tubular member, as mayv be preferred, and which has a rear transversely extending portion 35, and substantially longitudinally extending portions |36 connected with the transversely extending portion |35 by means of curved portions |31, the portions |36 extendf ing to the rear wall portions and being mounted on suitable supporting brackets, or flanges, |38 provided on said wall portions 44.

'Ihe central portion of the transversely extending portion |35 of this upper curtain supporting member is mounted on a bracket |39, which is secured to the hood 28 immediately below the bracket 3|, said brackets |39 and |3| being, preferably, secured together by securing means extending through the same and through said hood |28 to thus make said bracket |39 substantially an extension of the bracket |3|. 'I'he bracket |39 is shown more in detail in Figs. '7, 12, and 13. Said bracket comprises a. U-shaped lower end portion |40 receiving the guiding and supporting member |35, the member |35 being secured in position in the U-shaped end portion of the bracket |39 by means of the bolts |4|.

Mounted on the bracket |39 is a keeper member |42 that has a transverse portion bolted tosaid bracket |39 above the U-shaped portion |40, which is provided with ears |43 on the ends thereof, provided with depending fingers |44, which are provided with tapering end portions by providing a curved edge |45 on each thereof on the side of the same that faces the bracket |39. The ears |44 act as keeper members, or stopt members, for engagement by lugs |46, which are provided on the U-shaped bracket members |4'| that are secured to the upper ends of the stays, or bars, |48. Thus when the bars |48 are in the position shown in Fig. 12, which is also that shown in Fig. 7, or in which the lower ends thereof are inclined outwardly away from the cab toward the tender, the lugs |46 will be engaged with the ringers |44 upon any attempt to separate the members |48 beyond a certain limit. The members |48 are slightly slidable from each other when in the position shown in Figs. '7 and 12, provided the means for holding the same in engagement with each other, which will be described below, are released, but a member |48 cannot be moved away from its position more than a very short distance without swinging the same from the inclined position thereof to a substantially vertical position shown for the one member |48 in Fig. 13, whereupon the lug |46 will move out of alignment with the keeper |44 and the same can be moved past said keeper |44 and the U-shaped bracket |41 slid along the guide and supporting member |35 to any position desired.

The U-shaped bracket members |47 are offset, as indicated at |49, in order to space the upper portions of the adjoining members |47 from each other sufficiently to clear the bracket |39. The lower portions thereof are secured in any desired manner to the members |48, and one leg thereof is somewhat narrower than the other leg to conform to the shape of the member |48, said members |48 being reduced by providing a rabbet |50 therein on opposite faces thereof, so that the same will interiit, as shown clearly in Figs. 8, 11 and 12, thus holding the same from any movement at right angles to the direction of extent of the guide rod |35 when locked together.

The means for locking the members |48 to each other against any relative movement, comprises pairs of members, each pair comprising a U- shaped bracket member having notches, or recesses, |52 in the legs thereof, one edge |53 of which is inclined, and each pair further comprises a U-shaped bracket member |54, which has lugs, or ears, |55 projecting laterally from the legs thereof. Said bracket members are utilized in pairs, and preferably, two such pairs are provided, one near the top and one near the bottom of the members |48. It will be obvious that the lugs |55 can be engaged with the notches 52 b-y a longitudinal sliding movement of the members |48 relative to each other. Thus by moving the members |48 from the position shown in Fig. 9 to that shown in Fig. 8, the lugs |55 will engage with the notches |52.

ing the handle member I 59 upwardly the bolt |58 is rotated and also moved to the right, due to the cam slot |66, and is withdrawn from under the handle |56. The member 48, which carries the brackets |5|, can then be lifted upwardly, as shown in Fig. 9, off the lugs |55, disengaging the members |48 from each other. The handle |56 and the handle |59, are, of course, provided on the rear side, or the side toward 'the cab, of the members |48, as will be obvious from Fig. '7. It will be noted that the U-shaped bracket member |5| is wider than the bracket member |54 and overlaps the same. Thus when the bracket members |5| and |54 are in interlocking position, the members |48 are substantially a unit, being irmnovab-ly secured together against separation and longitudinal sliding movement.

The curtains are indicated by the numeral |6|, there being a pair of said curtains, and a member |48 being secured to each curtain |6| so that said members |48 define the adjoining edges of theY curtains |6| at substantially the center line of the locomotive and tender. As previously pointed out, the members |48 are mounted so that these can slide and swing on the guide rod |35, b-ut that the sliding movement thereof will be extremely limited due to the Contact of the lugs |46 with the stop fingers |44, and that the lugs |46 will always engage with said stop members unless the members |48 are swung to a vertical position, which is that position shown ward direction, or toward the tender, at their l lower ends, in order that the curtains |6| will nare outwardly at their lower ends to provide suiiicient space for the reman to perform his duties in connection with the removal of coal from the tender and firing the locomotive.

Near their lower ends the members |48 are provided with U-shaped bracket members |62. One of these is, preferably, provided on each of the members |43, but only one thereof is utilized at a time, as it is only necessary to secure one of said members |48 vto the tender in order to hold both of the same in position, due to the fact that both are rmly secured together. However, in oase only one curtain is utilized and the other is detached, as might sometimes be the case, one of said U-shaped brackets is provided on each of said members |48. The brackets |62 are provided with a pair of aligning ears, which have openings therein for a pivot member |63, which extends through a pivot opening in the link |64. The ears are indicated by the numeral |65 and these are spaced far enough apart that the link |64 will have sufficient play between the two ears |55 that it can move to different angular relationships to the bracket |62, as indicated in Fig. 7 in dotted lines, that is, either vertically above or below the full line position shown in Fig. 7. Y

The tender |29 is provided with coal gate members |66, one of which has an angular bracket |61 provided thereon, upon which is mounted a swivel member |68 having an eye |66 thereon, to which are pivotally secured, by means of the pivot member l'l, pivot ears on the link |64, the link being twisted so that said ears extend substantially at right angles to the main body portion of theY link |64. The

are in the position shown in Fig. 11. Upon raisswivel being pivoted to turn on a substantially vertical axis and the link |64 being pivoted on the swivel member |68 on a substantially hori- Zontal axis, a substantially universal connection is provided between the link |84 and the coal gate by this arrangement, thus permitting the Swinging of the link |84 to various vertical and horizontal angles, as may be necessary for relative movements of the tender and cab of the locomotive, the guide |35 being rigid with the cab, this is necessary in order to prevent any damage to the curtains ll due to such movements. The curtains are secured to the members length thereof from top to bottom of said members |48. The members |48 constitute stay members for the adjoining edges of the curtains. Stay members are also provided at points along said curtains, comprising the .front stay members |12, which are provided at the forward ver-- tical edges of the curtains, (see Fig. 3), the intermediate stay members |13, and the intermediate stay members 14. The stay members 14 are provided with a compensating connection with the tender, which is shown in Figs. 3, 15, 16 and 17. Said stay members |14 are provided on the inner faces of the curtains |8l, being riveted thereto at regular intervals, as indicated at |15.

It will be noted that the stay members |48 terminate at a considerable distancev above the lower ends of the curtains |5|. This is done so that a V-shaped opening |18 can be provided between the curtains |6| by fastening the lower corners thereof up, as indicated by the dotted lines'in Fig. 4, the same being held in this position by any suitable detachable fastening elements |11. The stay members |14 are longer, but also do not extend down to the deck |18 of the tender, this being done so that in the movements of the tender up and down relative to the lcab of the locomotive, the stay members |14 will not Vengage with the deck |18 so that these, or the curtains` ll, might be damaged due to such engagement. The stay members |14 are, preferably, in the form of metal strips, as will be clear from Figs. 16 and 17. The upper ends thereof are formed into an elongated eye |19,

which is slidably mounted on the transverse portion |35 of the guide member and will have vertical movement relative thereto in case that such a great movement of the tender should take place that the bottom end of the member |14 engages with the deck |18. An opening is provided in the curtain |6| adjacent the member |14, spaced a short distance from the bottom of the member |14, and a link |80 passes through this hole, or opening, in the curtain member I6! .Y

The link |80 comprises a portion of a universal compensating connection between the tender and the stay member |14, which is detachably connected with the stay member and which, when connected with the stay member, not only permits movement of the stay member toward and away from the tender, but limits movement of the stay member toward the tender in such a manner that the stay member is held far enough away from the tender that no damage can be done to the stay member, or the curtain, by the same being in any manner jammed between the tender and the cab. The means for connecting the link |80 to the stay member comprises the bracket |87| mounted` on the stay member |14, which is provided with two closely adjacent pivot ears |82,Yand one ear |83 spaced at a somewhat |48 at regular intervals throughout theY greater distance from the next adjacent ear |82, than these are spaced from each other.

A slidable bolt-like member |84 extends through the ears |83 and |82 and the same terminates in a handle portion |85 that has a curved, reduced, somewhat resilient end portion |86 that is adapted to engage with one of the ears |82, or the ear |83, to either hold the member |84 in locking position, or in unlocked position, as may be desired. The member |84 passes through an opening in the end of the link |80 when in the position shown in Figs. and 16. Secured to the opposite end of the member |80 from that connected with the bracket |8l, is a flexible member |81, which may be a cable, and which has a weight |88 secured to the other end thereof, said cable running over a pulley |89 mountl ed on a shaft |90, extending between the ears' |9l, provided on a bracket member |92, which bracket member also has a pair of ears |93 thereon through which the pivot pin |94 extends, which is rotatable in an opening provided in the ears |95, provided on the bracket |96, which is secured in any desired manner on the wall portion |91 of the tender adjacent the coal gate |56. The bracket |92 is swingable about a substantially vertical axis and the link |80 and cable |81, in cooperation with the pulley |89, provide for any swinging movements of the member |14 about a horizontal axis. Also due to the provision of the weight |88 and the flexible member |81 the stay |14 will adjust itself so that the curtain |6| will always be held in a taut, or unbuckled, condition, no matter what angular position the tender may assume relative to the cab about either a vertical or horizontal axis, an alternative position of the parts upon such swinging movement being shown in dotted lines in Fig. 17 and in Fig. 15. There will, of course, be come flexing of the curtain ISI below the bottom end ofthe stay |14, and in order that close contact will be provided between the curtain |6| and the deck |18, or the apron 42, pockets are provided at |98 along the lower edge portion of the curtain |6|, into which lumps of coal or other weights |99 may be inserted to hold the bottom edge of the curtain in engagement within said deck or apron.

The stays 13 are also made of metal, but these are not secured to the curtains |6| except near the lower ends thereof and at one other point, and at such points are secured in such a manner as to permit relative movement of the curtains and the stays. Straps 200 are provided, which are secured to the inner face of the curtain at spaced points to provide a loop through which the stay member |13 is slidably engaged. The upper end of each stay member |13 is provided with an elongated loop which engages normally with the longitudinally extending porand head 208 of the slidable link 206 are engagen able with a keeper 209, which is secured to the apron 42 on the locomotive in any desired manner, as by means of the screws 2|()Y engaging the lat-4 eral ilange thereon. Y The keeper member 209 is hollow and has a slot 2| therein that is elongated sufliciently in one direction that the head 228 on the member 2% can be pass-ed therethrough and is of such width that the reduced portion 2li? can be readily passed therethrough, but is of much less width than the head portion ZS so that the parts will be interlocked, as shown in Fig. 22, when the parts are in their normal position, with the curtains in enclosing position. It will be noted that the upper face of the member 2632 is rounded so that no obstruction is presented thereby over which a person might trip the inner end sloping gradually upwardly from the iiange thereon to the slotted top portion thereof to avoid any abrupt projections on the apron G2. The lower part of the head 208 is rounded, as indicated at 2&2, as are also the shoulders 2 i3 between the head 298 and the neck portion 22T so that rocking movement of the member 226 in the socket provided by the member 29S can be obtained.

It will be obvious that the lower end of the member 295 can rock in all directions in the socket 229 as movements of the apron 42 to various angular positions, due to movements of the tender relative to the cab, take place, and that under ordinary conditions the elongated eye 20| will take care of any up and do-wn movement that takes place, the member H3 sliding through the loop provided by the strap 200 to permit this up and down movement of the member |73. Should the member |13 be moved upwardly so far, however, that the bottom inturned end 2M- of the eye engages with the guide rod, any further movement will be taken up by the sliding connection between the member 225.5 and the stay member I`i3, the wear plate 202 preventing any damage to the curtain 66|.

The arrangement described also comprises an automatically detachable connection between the curtain and the apron of the locomotive, operable upon sliding the curtain aside to obtain a free passage between the cab and the tender when this is desired. 1t will be seen that when the eye portion 20| on the member H3 is mov-ed around on the guide rod from the portion |32 around the curved portion |31 to the portion |35 thereof, the portion |35 extending at right angles to the portion 53S, the head 238 will be turned to a, position perpendicular to that shown in Fig. 22, and any further movement of the member ITS along the portio-n |35 `of the guide rod will pull the head 208 out through the slot 2| i, automatically disengaging the curtain from the apron 62. When it is desired to engage the curtain with the apron at the socket 259, it is necessary to place the head 208 in the slot before moving the eye 20| from the portion |35 of the guide member to the portion i353 thereof, or before rounding the curved portion I 37|. Upon doing this and sliding the guide portion 26| around the curved portion i3? tothe portion E36 the keeper member 229 and the stay V53 will be interlocked.

The curtain members itl are never disengaged from the guide member having the portions. |35, |36 and i3?, and in order to hold the curtains IBI closely adjacent the guide member, rings 2l5 are provided at spaced intervals in the upper edges of the curtains, which slidab-ly engage the guide rod, the same being located between the stays, as will be obvious. The stay members |12 are provided with separable fastening means for connecting the same with vertically extending bars 2I= provided on the rear wall oi the cab at each side thereof, said separable fastening elements eachcomprising apin 2.|1 .on the member Zit` and an ear 2I8 on the member H2, there being, preferably, two pairs of said separable fastening elements for each stay member H2. The ears 2| 3 are secured to the outer faces of the members |`|2 and have the portions thereof that extend beyond said stays V32 toward the cab bent outwardly, as indicated at 2 l 9, at an oblique angle, and such angular portions are each provided with a slot 226, with which the pins 2H are adapted to engage.

Each member |72 is provided with a plate 22! o-n the opposite face thereof from the bracket 2| 8, which projects edgewise beyond the member |12 toward the member 2|@ so as to provide shoulders on the members |22 at 222, overlapping the inner faces of the membersN. To engage the members H2 with the members 2I6 in interlocking relation, the slotted portions of the brackets are rst passed over the pms 2i? with the member H2 at an angle to the member ZIB, such as shown in Fig. 19, then the member |12 is swung around relative to the member 2|@ to the position shown in Fig. 18, whereupon the plates 22! engage with the inner faces of the members 2l6.

Means is provided for holding the parts described above in the relationship shown in Fig. i8 and for quickly releasing the same from such relationship, said means comprising a pivoted locking lever 223, which is pivoted to the member E72 at 222, and which has handle members 225 at opposite ends thereof so that the same can be operated from either the inside or the outside of the curtain ll. The member 223 is provided with an arcuate slot 226, through which a headed guide pin 22`|l extends, said guide pin limiting the movements of the lever into and out of locking position. A locking nger 228 is provided on the locking member 223, and said locking member is provided with a slot 229, which is adapted to receive a locking plate, or at bolt member, 230, which is fixed to the member 212 by the securing elements 23|. A recess, o-r indentation, 232 is provided in the plate 23E to receive the locking iinger 228.

l/Vhen the parts are in the position shown in Fig. 20 the member H2 will be held from movement outwardly away from the member 2|6, and also from any angular movement relative thereto so that the members 2i i will be held in locking engagement with the ears 259 while said locking member is in such position. The locking member, however, also acts as easy and quickly separable means for releasing the separable fastening means for this stay member |12. All that is necessary to release the member E22 is to raise the handle 225 on the inside of the curtain, or depress the handle 225 on the outside of the curtain. The necessity for hasty operation thereof will always take place on the inside. Accordingly all Vthat is necessary to lease the member |12 is to raise the handle 225 on the inside of the curtain 55E, which will immediately unlock .the member 223 from the keeper 231], and a slight angular movement of the member |72 in an outward direction away from the member 2|5 will immediately release the member 2I9 from the pin 2H, this being all accomplished by means of the handle 225 by substantially a single movement of the operator, whereupon the handle can be utilized to swing back the curtain as far as desired, and when the curtain is swung around past the turn |31 in the guide member, the member |73 will automatically release itself so as to provide a wide, l

free passage in the gangway between the tender and the cab for hasty exit therethrough. I'his same arrangement is provided on both sides of the cab and. easy exitv can be obtained on either side thereof, as will be obvious.

The pair of curtains |6| does not form a completely tight enclosure below the hood and between the rear of the cab, the hood and the deck of the tender, or apron of the cab, due to the fact that the guide rod must be spaced from the hood a certain distance and this space must be closed in some manner. A short dependingf curtain 235 is provided for this purpose, which is secured to the under side of the hood in sufiiciently spaced relation to the guide member to permit f'ree sliding movement of the rings 2| 5 and the loops on the stays on said guide member and extending down sufficiently far over the curtains IGi that the overlap will prevent any entrance of snow, rain or cold wind between the curtain 235 and the curtains IBI. The curtain 235 does not need to be adjustable, or movable, but can remain in position at all times.

In order to assure safety or exit through the gangway under bad weather conditions it is desirable to provide drainage means for the hood |28 and the roof 49. A gutter 236 is accordingly provided on the roof 49, and a gutter 231 is provided on the hood 28. It is necessary to provide hand holds, or grab irons, on both sides of the gangway, and the grab iron 238 provided on the cab is made in the form of a tube, or pipe, which has a flattened end portion 239 that is riveted to the inner face of the roof 49. Said hollow grab iron 238 comprises a down spout for receiving the water from the gutters 236 and 237|. Means for catching the water from the gutters is provided, comprising the funnel-like laterally projecting members 240 and 24| adjacent the upper end of said down spout 238. Said members 245 and 24| flare upwardly to provide wide mouths thereon projecting laterally of the curved side wall of the tubular member 238, which is provided with a plurality of perforations243 at the funnel-like members 249 and 24|, through which the water is discharged into the tubular member 23B.

The grab iron 239 is provided with a curved portion 244 adjacent the bottom thereof, and an upwardly inclined portion 245, which is secured to the cab in the usual manner, as by providing a fiat end thereon at 246 that is riveted to a cross piece on the cab. Openings 241 are provided in the lower portion of the curve 244 for discharge of water at one side of the gangway 5 below the apron on the cab. The openings 243 are made much smaller than the openings 24],

thus preventing `any clogging of the pipe, or

tubular member, 238. Depressed lips 248 are provided on the flaring portions 240 and 24| 60 so that if any overfiow of water from these water catching members 24|) and 24| should take place, the discharge will occur away from the grab iron 238 so that it will not become wet or icy, due Vto such overflow. The grab iron 249 on the 65 tender is made in the usual manner that is now customary.

The hood |28 is shown in plan in Fig. 6. It is not shaped in the manner in which hood portions now provided on locomotive cabs are usu- 70 ally shaped, which are mere extensions of the roofs of such cabs. The hood |28 is, preferably, inclined slightly inwardly in a rearward direction on the left-hand, or remans side of the 5 cab. as indicated at 250. and then nclines inwardly toward the center thereof much more sharply, as indicated at A similar inclined portion 25| is provided on the opposite side of the hood |28, but it does not extend as far sidewise from the center line of the locomotive, and a more decidedly inwardly inclined portion 252 is provided on the right-hand side of the hood, or engineers side. clined, in this manner in order to prevent any striking of the same against cars on adjacent tracks, or buildings that may not have the desired clearance adjacent a curve, around which the locomotive may be passing. The portion 252 is cut away more than the portion 250 in order that more protection can be given the fireman, who is usually stationed under the hood, when in the act of firing the locomotive, and a passage can be provided on the other side thereof outside the hood and curtain arrangement to a walk-way 253 frequently provided on tenders for other members of the crew, such as brakemen, that sometimes occupy cupolas on tenders.

l. In a locomotive, a cab, a tender having -a deck, -a pair of combination side and back curtains detachably connected with the rear of said cab to provide exits between lthe forward edges thereof and said cab, said curtains extending rearwardly ya predetermined distance and then inwardly toward each other to provide an enclosure for the opening at the rear-of the cab and including the required portion of the tender deck necessary for the operating duties of the engine crew when protection from the weather is desired, the adjacent edges of said curtains being stayed, and means for detachably connecting the edge of one curtain to the adjacent edge of the other curtain, said edges being engageable with and disengag-eable from each other by a relative sliding movement of said edges.

2. In a locomotive, a cab having a roof, a rear wall, a hood depressed below said roof extending rearwardly from said rear wall, a tender, a gangway between said tender and cab, and drainage means for said roof and hood comprising a hollow grab rod adjacent said gangway.

3. In a locomotive, a cab having rear Wall portions spaced from each other to provide an opening therebetween, ard-eck, ahood and means for closing the space between said deck, hood and rear wall portions, comprising -a pair of curtains, means for slidably supporting the upper ends thereof, means for securing said pair of curtains together, and means for detachably securing the forward ends of said curtains to said cab, said means comprising a single operating element extending both from the inner andv outer sides of said curtains for releasing said curtains from said cab from either inside or outside said enclosure.

4. The combination with a locomotive and tender, of a cab having an opening in the rear thereof and means for closing said opening., comprising a pair of curtains, means on said cab for supporting the upper ends thereof, means detachably securing one vertical edge of each curtain to said cab, means securing the adjacent vertical edges of said curtains to each other, means securing certain lower portions of said'curtains to said tender `and means swingable about a plurality of axes providing self-adjustment of said curtains upon relative motion of said tender and cab.

5. The combination with a locomotive and tender, of a cab having an opening in the rear The hood is tapered, or inthereof and means for closing said opening, comprising a pair of curtains, means on said cab for supporting the upper ends thereof, means detachably securing one vertical edge of each curtain to said cab, means securing the adjacent vertical edges of said curtains to each other, and means securing certain lower portions of said curtains to said cab, said curtains being slidably mounted on said means on said cab, and said means securing the lower portions thereof to the cab comprising a connection automatically releasable upon sliding one curtain toward the other after detachment of said vertical edge from said cab.

6. The combination with a locomotive and tender, of a cab, and means providing an enclosure at the rear thereof, comprising a pair of cur tains, and means for supporting said curtains in a downwardly and outwardly inclined position comprising a plurality of stay members mounted on said curtains, rod-like guiding means on said cab slidably carrying the upper ends of said stay members, means on said cab and said tender to which said stay members are secured near their lower ends and means at both ends of said stays compensating for the movements of said tender and cab relative to each other, to allow fre-emovement of said engine and tender relative to each other without straining said curtains during normal operating conditions.

7. In a locomotive, a cab, an enclosure at the rear of said cab comprising a pair of flexible members each carrying means for detachably securing the same at its forward edge to the rear of said cab, said means being releasable with one hand and comprising an operating member for releasing said securing means and moving said flexible member and means for mounting said flexible members so that each thereof may be moved rearwardly with one hand by said operating means to provide an exit from said locomotive.

8. In a locomotive, a cab having rear wall portions, said rear wall portions being spaced to provide an opening therebetween, a roof on said cab and a rigid hood on said cab at the rear end of said roof depressed below the same and extending rearwardly therefrom, said hood extending downwardly into said opening a predetermined distance to reduce said opening to a standard height.

9. In a locomotive, a cab having a roof, a tender, a gangway between said tender and cab, and drainage means for said roof comprising a hollow grab rod adjacent said gangway.

10. In a locomotive and tender, a cab adapted to be completely closed having a forward wall, a side wall having an opening therein much narrower than the length of said cab, said locomotive having a gangway between the cab and tender and an enclosure for the rear of said cab comprising curtains, means operable with one hand to release said curtains from the rear of said cab, and means for securing the lower ends of said curtains to said locomotive rearwardly from the rear end of said cab automatically releasable upon moving said curtains away from the rear end of said cab to provide easy exit means adjacent the rear end of said cab at said gangway.

11. The combination with a locomotive cab and tender of means for enclosing the space between said cab and tender7 comprising a pair of curtains 70 extending from said cab rearwardly and inwardly toward each other, means detachably connecting the adjacent edges of said curtains with each other, means quick detachably connecting the forward edges of said curtains with said cab, and means for releasing said connecting means from either inside or outside said enclosure.

12. In a locomotive, a cab having a roof and a rigid, xed hood at the rear thereof depressed below said roof and extending rearwardly therefrom, said hood having side edges tapering inwardly toward the rear of said hood.

13. In a locomotive, a cab having a roof and a hood at the rear thereof depressed below said roof, a gutter on said hood, a gutter on said roof, a hollow grab rod forming a down spout and water catching members on said grab rod below said gutters.

14. In a locomotive, a cab having a roof and a hood at the rear thereof depressed below said roof, a gutter on said hood, a gutter on said roof, a hollow grab rod forming a down-spout and water catching members on said grab rod below said gutters, having overllow meansdischarging at points spaced from said grab rod.

15. In a locomotive, a cab having a roof, said cab having an opening in the rear thereof, a hood depressed below said roof at the rear endthereof to reduce the opening in the rear of said cab, curtains located below said hood and providing an enclosure at the rear of said cab below said hood, a rear wall portion on said cab extending between the forward end of said hood and the rear end of said roof and Ventilating means in said rear wall portion above said hood, whereby smoke and gases are ventilated from said enclosure above said curtains.

16. In a locomotive, a cab, a tender having a deck, an apron on said locomotive, a stayed curtain structure providing an enclosure at the rear of said cab, means for connecting said curtain structure to said cab at the top thereof for limited movement relative to said cab, and means for connecting said curtain structure at the bottom thereof to said deck, said apron and said tender for limited movement relative to said deck, apro-n and tender respectively.

1'7. In a locomotive, a cab, a tender, a stayed curtain structure providing an enclosure at the rear of said cab, means for connecting said curtain structure to said cab at the top thereof for limited movement relative to said cab, and means for connecting the lower portion of said curtain structure to said tender for movement toward` and away from said tender and transversely and vertically relative thereto.

18. In a locomotive, a cab having rear wall portions, and an enclosure at the rear of said cab comprising a pair of curtains, each detachably connected with one of said rear wall portions, said curtains extending rearwardly toward each other, and means for securing the adjacent portions of said curtains together, comprising a stay member extending along each of the adjacent edges of said curtains, rod-like means slidably receiving the upper ends of said stay members, means holding said stay members in an inclined position and inter-engaging means on said rodlike means and stay members holding said stay members against sliding movement on said rodlike means While in such inclined position.

FRANK KAPPREL. 

